Used: 2005-2009 Hyundai Santa Fe

2009 Hyundai Santa Fe.

PHOTO: Handout photo, Hyundai

A lot for one’s used dollar

By Graeme Fletcher, Canwest News Service

Originally published: October 1, 2009

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MEDIUM

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When the Hyundai Santa Fe was introduced in 2001, it added to the growing number of compact SUVs — the Honda CR-V and Toyota RAV4 being the first out of the gate. The initial reaction to the Santa Fe was mixed — it boiled down to its love it or hate it looks. Its bulbous styling led the less than kind to suggest it resembled a chocolate vehicle that had sat in the sun a tad too long. The good news was that there was a lot to like if a prospective purchaser could get past the looks.

In 2005, the Santa Fe was offered in two trim levels (GL and GLS) with a choice of three engines, two transmissions and front- or all-wheel-drive derivatives. The base car drove its front wheels with a 138-horsepower, 2.4-litre engine that was married to either a five-speed manual or four-speed automatic transmission. This version featured 16-inch aluminum wheels, CD/MP3 stereo with six speakers, power locks, windows and heated mirrors, a rear wiper and speed-sensitive intermittent front wipers. Air conditioning, keyless entry and privacy glass were optional. The 2.7L V6 brought a better drive altogether — its 170 hp could be fired through the front or all four wheels and a four-speed automatic transmission. The front-driver included air conditioning, cruise control and keyless entry.

The reason the smart shopper moved up to the all-wheel-drive model was simple — anti-lock brakes and traction control were standard equipment. The 2.7L GLS model added leather seats and a power sunroof. The range-topping 3.5L V6 came with all the modern conveniences, 200 hp, all-wheel drive and a better five-speed manumatic. However, in the final analysis, it was the 2.7L all-wheel-drive model that was the best buy — lower initial cost and much better fuel economy. There were no significant changes in 2006.

In 2007, Hyundai completely revamped its compact SUV. Of all of the changes, it was the styling that impressed the most — the cartoon-ish looks were shelved in favour of an elegant profile that spoke to Hyundai’s upscale aspirations. From the jewelled headlights to the cleaner lines, it was a marked step forward. Indeed, the only thing that gave away the fact the new model was related to the previous one was the odd-looking tailgate handle, which was clunky and out of place. There was also the inevitable increase in size — the wheelbase grew by 80 millimetres to 2,700 mm. The upsizing increased the cargo capacity (34.2 cubic feet with the rear seat upright and 78.2 cu. ft.with it down) and added a third-row seat option to the new range-topping Limited.

Power came from one of two engines. The base 2.7L V6 delivered 185 hp and drove its front wheels through a five-speed manual (GL) or four-speed automatic (GLS). Not a bad combination until it was compared with the up-level 3.3L V6 and its optional all-wheel-drive system (standard on the Limited). Not only did the bigger six push a rewarding 242 hp and 226 pound-feet of torque, which made it feel much quicker off the line, it returned almost the same fuel economy as the smaller engine. During a week-long test at the time, I recorded an average economy of 10.9 litres per 100 kilometres, which was (and still is) very good given the performance at play.

Part of the reason for the 3.3L Santa Fe’s miserly thirst boiled down to the five-speed automatic transmission. The extra gear meant the ratios could be tightened up, so there was less of a step between gears. This kept the engine at a roaring boil for more of its working life. The combination was good enough that it left many wondering why Hyundai would bother with the base engine. Obviously, purchase price was a consideration, but for the customer the difference in the driving experience more than made up for the cost increase.

Riding on MacPherson struts up front and a multi-link design in back, the Santa Fe had a sporty feel to its drive. When pushed through a series of sweeping curves, body roll was minimal and understeer was far enough out that it really was a non-issue. Throw in sensibly sized P235/70R16 tires (P235/60R18s on the Limited) and the optional all-wheel-drive system and the dynamics were better than the SUV norm.

When it came to off-road ability, the Santa Fe was limited by its all-season tires and the lack of a low-range gear set. That stated, the Santa Fe will take most to the unpaved parts of the world they need to go.

As for safety designed into the 2007 model, the standard anti-lock brakes delivered stops that measured 39.8 metres from 100 kilometres an hour and there was a good electronic stability and traction control system as well as active headrests to go with the six air bags — two front, two side seat-mounted bags and two drop-down side air curtains.

For 2008 and 2009, there were only minor changes, most of which were content related — the 2.7 and 3.3 GLs added heated seats, telescopic adjustment to the leather-wrapped steering wheel and redundant audio controls; the 2.7 V6 GLS received leather seats, a power sunroof and power driver’s seat. The range-topping Limited added a premium 605-watt Infinity audio system with 10 speakers, power passenger seat and 115-volt power outlet.

Given its cost advantage and overall reliability, the Hyundai Santa Fe represents a good alternative to the usual suspects — the Honda CR-V and Toyota RAV4. It has decent power (more than enough in 3.3L guise), a good all-wheel-drive system, a ton of standard equipment and the needed utility and flexibility. It is a combination that offers a lot for one’s used dollar.

Transport Canada recall history: 2007: Stop lamp switch may have been incorrectly installed during vehicle assembly. This could prevent proper brake lamp operation. A malfunction of the switch may also cause the brake lamps to remain illuminated when the brake pedal is released. Additionally, a faulty switch may affect the operation of the brake-transmission shift interlock on automatic transmission-equipped vehicles. It may also cause the electronic stability control (ESC) light to illuminate, and it may not deactivate the cruise control when the brake pedal is depressed.